Train control and signal system for double-track railways.



F. A. PIERCE. TRAIN CONTROL AND SIGNAL SYSTEM FOR DOUBLE TRACK RAILWAYS.APPLIOATION FILED APR. 21, 1909'.

1,082,095. Pgtent'd Dec. 23, 1913.

5 SHEETSSHEBT 1.

W INVENTDR WITNESSES;

WW BY I ATTEIRNEZ P. A. PIERCE. TRAIN CONTROL AND SIGNAL SYSTEM FORDOUBLE TRACK RAILWAYS.

APPLICATION FILED APR. 21, 1909. 1,082,095.

6 SHEBTS-SHEET 2.

Patented Dec. 23, 1913.

INVENTIJR WITNESSES! ATTEIRNEY COLUMBIA PLANOGRAPH CO.,\VASMINGTCIN, D4c.

F. A. PIERCE. TRAIN CONTROL AND SIGNAL SYSTEM FOR. DOUBLE TRACKRAILWAYS.

APPLICATION FILED APR. 21 1909 1,082,095. Patented Dec. 23, 1913.

5 SHEETS-SHEET 3.

COLUMBIA PLANOGRAPH c0., WASHINGTON. D. c.

P. A. PIERCE.

TRAIN CONTROL AND SIGNAL SYSTEM FOR DOUBLE TRACK RAILWAYS.

APPIJOATION FILED APR ZI, 1909.

Patented Dec. 23, 1913.

5 SHEETEPSHEET 4.

COLUMIBIA PLANOIIRAPH c0., WASHINGTON, h. c.

F. A. PIERCE. TRAIN CONTROL AND SIGNAL SYSTEM FOR DOUBLE TRACK RAILWAYS.

APPLICATION FILED APR. 21, 1909.

Patented Dec. 23, 1913.

5 SHEETS-SHEET 5.

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COLUMBI A PLANOGRAPH co., WASHINGTON. n, c.

UNITED STATES PATENT OFFICE.

FRANKLIN A. PIERCE, 0F WHEELING, WEST VIRGINIA.

TRAIN CONTROL AND SIGNAL SYSTEM FOR DOUBLE-TRACK RAIL'W'AYS.

To all whom it may concern:

Be it known that I, FRANKLIN A. PIERCE, a citizen of the United Statesof America, and resident of Wheeling, county of Ohio, and State of WestVirginia, have invented certain new and useful Improvements in TrainControl and Signal Systems for Double-Track Railways, of which thefollowing is a specification.

This invention pertains to a protective system for double-trackrailways.

The primary object of this invention is to provide a protective systemfor double-track railways, which consists of a system of electriccircuits arranged in blocks in each track of the railway and havingassociated therewith certain mechanisms for automatically effecting theapplication of the brakes of the air-brake system of a train, saidmechanisms being controlled or actuated by any condition within a blockwhich effects a disturbanee of the track-circuit which includes saidblock.

A further object of the invention is to provide anelectrically-controlled tripping device which is adapted to cooperatewith train-line venting means carried by a train whereby the brakes ofthe latter are auto matically applied, stopping the train, when itapproaches a block already occupied or wherein other disturbances ariseor exist which effect the breaking of the electric track-circuit or theshort-circuiting of the current in said circuit.

A still further object of the invention is to provide, in connectionwith said system of electric circuits, a block-signal system which isautomatically operated and controlled through said circuits by the sameconditions which effect the operation of the tripping deviceshereinbefore mentioned. And a still further object is to provide asystem of the character mentioned wherein the restoration of normalconditions within a block restores the interrupted circuits and themechanism controlled thereby to normal condition and position,respectively, indicat ing that the disturbance within the block hasceased to exist, and admitting of the uninterrupted and unobstructedpassage of a train to said block.

By means of the system involved in this Specification of Letters Patent.

Application filed April 21, 1909.

Patented Dec. 23, 1913.

Serial No. 491,254.

invention, each train controls the block or section of track in which ittravels, and also a predetermined length of track contiguous to saidblock or section at the rear end thereof, thus rendering it impossiblefor a train approaching the block occupied by another train to enter theoccupied block, or to approach within a predetermined distance thereof.Further, each train automatically operates the block-signal, orsemaphore, located at a. point in the rear of the block occupied therebyin such manner as to indicate the presence of the train in said block.In other words, through the signalsystem each train indicates to thecrew of a train approaching the block which it occupies that said blockis so occupied; and, when such signal. is passed unheeded, through thetripping devices, effects the automatic stoppage of the approachingtrain before said block can be entered.

Another object of the invention is to provide a system whereby anydisturbance, such as a broken rail, open switch, or other analogouscondition within a block, effects the operation of said block-signal andtripping device in the same manner as if the block were occupied by atrain.

In carrying out the invention, each track of the double-track system isdivided into a series of blocks, and each block has its track-' railsinsulated from those of adjoining blocks. The track-rails of each blockare included in an electric circuit, hereinafter termed thetrack-circuit, the latter also including a battery, or other source ofelectrical energy, located at, or adjacent to, one terminus of theblock, wires leading-from the opposite poles of said battery to the Vtrack-rails at said terminus, wires leading from said track-rails at theopposite terminus of the block, and an electro-magnet which forms a partof a circuit-closer.

A second electric circuit, hereinafter termed the train-control circuit,includes contact-points in said circuit-closer, and a tripping device,the latter being adapted to cooperate with a valve carried by the engineof a train for venting the train-line of the trains air-brake systemwhen said train unheedingly approaches a block occupied by anothertrain, said tripping device being spaced from the rear end of the blocka sufficient distance to effect the stoppage of a train running at ahigh rate of speed before it can enter said block. Also included in saidtrain-control circuit and located adj acent to the rear terminus of theblock is a semaphore operating mechanism which directly controls theoperation of a semaphore, or block signal, stationed at a point adjacentto and in the rear of the location of said tripping device. Since, in adouble track system, all trains on each track travel in the samedirection, the rear end only of each block need be guarded by thetripping mechanism and sema )llOlG mentioned.

When a train enters a block, the current in the track-circuit, which isnormally closed, crosses over through the axle of the engine, shortcircuiting the battery which controls said block, and consequentlydeenergizes the magnet which forms a part of the circuit closer for saidblock, allowing the contact-points of said circuit-closer to separate,breaking the train-control circuit to the tripping device for said blockand to the semaphore which indicates the condition of said block,causing the latter to drop to a position indicating the presence of atrain or other circuit-disturbing element or influence within the block,and, at the same time, causing the tripping device to assume a positionfor operating the train-line venting-valve carried by each train.

In the drawingsFigures 1 and 1, are diagrammatic views showing theinvention applied to a double-track; Fig. 2 is a side elevation of thesemaphore mechanism showing the base and top portions partly broken awayand in section; Fig. 3 is a sectional view of the casing containing thesemaphore operating mechanism showing the operating parts in sideelevation; Fig. 4 is a sectlon on line 4t, Fig. 3; Fig. 5 is a top planview of the semaphore and operating parts thereof; Fig. 6 is alongitudinal sectional view of the casing containing the trippingmechanism showing the operating parts in side elevation: Fig. 7 is ahorizontal sectional view or Fig. Fig. 8 is a cross section on line 88of Fig. 7 showing the armature locked in operative position; Fig. 9 is asimilar view showing the armature locked in inoperative position; Fig.10 is a detail perspective view of the armature employed in connectionwith the restraining means; Fig. 11 is a top plan view of the circuitcloser showing the casing cover removed; and Fig. 12 is an enlargedsection on line 1212, 11.

The oresent invention is directed to the.

trip mechanism and trip system as distinguished from my applicationfiled April 17, 1909, Serial No. 4290,518 which though disclosing thesame trip mechanism, is directed to the circuit closer structure, and isalso distinguished from my application filed April 17, 1909, Serial No.490,519, which though disclosing the trip mechanism is directed to thesemaphore signal mechanism. In said drawing, A, B and C indicate aseries of adjoining blocks into which one of the tracks is divided, thetrack-rails of said blocks being insulated from each other, as shownat 1. Controlling the track-circuit for the block B is a battery 2, theopposite poles of which are connected by wires 3 and 4: with theopposite track-rails 5 and 6 at a point adjacent to one end or terminusof the block. Leading from said rails at the opposite terminus of theblock to an electromagnet 7, which forms a part of a circuitcloser 8,are wires 9 and 10. Said circuit closer is inclosed within a casing 11of nonconductive material. The armature 12 of said magnet 7 is pivotallyattached to the free end of a spring-copper bracket 13 which is rigidlyattached at its opposite end to the casing 11, and mounted on saidbracket is a contact-plate 14, the point of which overlies a secondcontact-plate 15 rigidly mounted on the casing 11, as shown.

As long as the track-circuit to the magnet 7 remains undisturbed, thearmature 12 is held in engagement wit-h said magnet, and, consequently,the contact-plates 14 and 15 are held in engagement; but, when saidtrack-circuit is disturbed, as by a broken rail or the short-circuitingof the battery 2, due to the entrance of a train into the block, themagnet 7 is deenergized and the contactplates 14 and 15 are permitted toseparate.

Connected to the contact-plate 15 is a wire 16 located in .thetrain-control circuit hereinbefore referred to, said train-control including a battery 17, a pair of magnet coils 18 which form a part of asemaphore operating mechanism located outside and adjacent to the rearterminus of the block B, a magnet 19 forming a part of a tripping devicewhich is located adjacent to and in front of said semaphore-operatingmechanism, a wire 20 leading from said battery 17 to the contact-plate14, and a return wire 31 leading from said magnet 18 to the battery 17.As is obvious, the track-circuit is normally closed, and, so long as itremains closed, the train-control circuit is also closed. Also includedin said train-control circuit is a small electro-magnet 21 whichcontrols a locking mechanism whereby the armature 22 of said magnet 18is normally maintained in engagement with the latter. Said magnet 18 isintended to move or operate the parts composing the semaphore which itcontrols, which parts are so arranged that when the armature isdepressed, or is in engagement wit-h the magnet, the semaphore bladestands at safety. For preventing the consumption of current which wouldotherwise be required to mainmature 22.

tain the magnet active for normally holding said armature 22 in normalposition, a locking-bar 23 is provided for said armature, saidlocking-bar being controlled by the small magnet 21 hereinbeforereferred to. Said locking-bar 23 is pivoted at 24 upon the side of themagnet 18 and has a hookend 25 adapted to interlock with the armature22. Said locking-bar has an armature 26 upon its lower end which isadapted to be attracted by the small magnet 21' for causing said bar toassume a locking position with reference to the armature 22.

Leading to a contact-plate 27 on the rear face of the upper end of thelocking bar 23 is a wire 28. Said locking bar is normally maintained bya weight 73 carried on an arm 74: in .anon-locking position with thecontact-plate 27 in contact with a contactpost 29 which is connected bya wire 30 to the large magnet 18. When the armature 26 is attracted bythe small magnet 21, the locking-bar is swung into interlockingengagement with the armature 22 against the resistance of the weight 73.As is obvious, when the train-control circuit is completed by thecontacting of the plates 14 and 15, the current travels through all theconnections just described, energizing the large magnet 18 andattracting the ar- W hen said armature is drawn down into engagementwith said magnet 18, a contact-plate 32, carried by one edge of saidarmature 22 and connected by a wire 33 to the small magnet 21, contactswith a contact-post 34 mounted on the inner side of a box 35 whichincloses the semaphore-operating mechanism, said post 3% being connectedby a wire 36 to said wire 28. A wire 37 leading from the small magnet 21to the wire 31 as shown, completes the circuit through the small magnet21, which immediately draws the armature 26 on the locking barthereagainst, effecting the movement of said bar to a position ininterlocking engagement with the armature 22. Such movement of said barbreaks the contact between the points 27 and consequently breaks thecircuit through the large magnet 18, deenergizing the latter, whichremains deenergized as long as the track-circuit is undisturbed, holdingthe control-plates 14- and 15- in contact. At the same time that thearmature 22 is drawn downward, the semaphore blade is moved, throughintermediate mechanism from danger to safety position, which latterposition is maintained as long as the track-circuit remains undisturbed.

The semaphore and the operating mechanism therefor comprises a tubularpole 1-7 having a blade 18 of usual form mounted thereon, said bladebeing fixed upon a shaft 19 journaled in a boxing 50 at the top of saidpole. A crank-arm 51 fixed to said shaft 49 has a wrist-pin 52 to whichis pivotally attached the upper end of a rod 53 which is verticallymovable within said pole. The lower end of said rod 53 is pivotallyconnected to a crank-arm 54 fixed upon a shaft 55 which is journaled inappropriate bearings 56 and has fixed thereto or thereon a secondcrank-arm 57 which is pivotally connected to the lower end of an uprightlink 57 the latter being pivotally connected to the free end of thehinged armature 22 hereinbefore described. The said wire 28 leads to thecontact-plate 27 from the large magnet 19 of the tripping device, theelectrical portion and wiring of which is similar to that just describedin connection with the semaphore-operating mechanism, having a largemagnet 19 similar to magnet 18, a hinged armature 22, a. small magnet21, contact posts 29 and 34, a locking-bar 23 having an armature 26adapted to be attracted by said small magnet 21, a contactplate 27carried by said locking-bar, to which said wire 16 directly leads, saidcontact-plate being adapted to contact with a post 29, connected by awire 30 to said magnet 19, from which latter leads the said wire 28. Acontact-plate 32 carried by one edge of the armature 22 and connected bya wire 33 to the small magnet 21 contacts with a contaet-post 34 of theinclosing box 35, said post 34% being connected by wire 36 to the wire16. A wire 37 leads from the small magnet 21 to the wire 28, as shown,and thus when the ari'nature 22 is lowered, the circuit through thesmall magnet 21 is completed. The closing of this circuit immediatelyeffects the drawing of the armature 26 of the locking-bar 23 againstsaid magnet 21 against the resistance of the weight 7 3, swinging saidlocking-bar into interlocking engagement with the lowered armature 22.This movement breaks the contact between the points 27 and 29 andconsequently breaks the circuit through the large magnet 19,deenergizing the latter, which remains deenergized as long as thetrack-circuit is undisturbed.

The point or free end of the armature 22 is pivotally connected to oneend of a brass link 38, the opposite end of which is pivotally connectedto the rear end of a lever 39 which is pivotally mounted intermediateits ends upon a stand 10 whose opposite end is pivotally attached to thelower end of a substantialy upright link 11. The upper end of the lastmentioned link is pivoted to one end of a link 42 whose opposite end isrigidly attached to a pivotally-supported trip-arm 13 which projectsoutward from the box 35 as shown, and which is carried byrthe top end ofa post 13. Said trip-arm is normally maintained in a downwardlyinclinedposition so as to be out of range of the operating lever 1a of thetrain-line venting-valve 45 carried by each train, the retaining meansconsisting of the locking mechanism hereinbefore described. hen, on theother hand, the circuit through the small magnet 21 is broken, as by theentrance of a train upon the block in which it is located, said lockingmechanism is released, and the armature 22 and the links and levers justdescribed are actuated by a counterpoise weight 4C6 to assume thepositions shown in dotted lines in Fig. 6, raising the trip-arm 43 to asubstantially horizontal position, in which position it will be struckby the operating lever 41%- of a passing train.

It will be noted that the semaphore operating mechanism and the trippingdevice act together, or in unison, the semaphore blade being normallyheld at safety position and the trip-arm being normally held ininoperative position with relation to the operating levers of thetrain-line ventingvalves of trains; and, when the trackcircuit isdisturbed, as by the entrance of a train to the block, the semaphoreblade immediately assumes a danger position and the trip-arm assumesoperative position.

The large magnets 18 and 19, either or both of which may be single ordouble, the former being shown double and the latter single in thedrawings, are energized only the length of time required to move theirarmatures into engagement therewith, resulting in the consumption of arelatively small amount of electric current. The trackcircuit consistsof the battery 2, wire 3, rail 5, wire 9, magnet 7, wire 10, rail 6 andwire a. The circuit through the large magnets 18 and 19 passes frombattery 17 through wire 31 to the magnet 18 in the signal mechanism,hence through wire 30, post 29, contact-point 27, wire 28, magnet 19,wire 30, contact-post 29, contact plate 27, wire 16, contact plate 15,contact plate 14, and thence through wire 20 back to the battery 17 Whenthe circuit is broken through the large magnets, as it normally is, thecurrent passes fromv the battery 17 through wires 31 and 37 to smallmagnet 21, thence to wire 33, contact plate 32, post 3 1 ire 36', wire23', wire 37, magnet 21, wire 33, contact plate 32, post 34:, wire 36,wire 16, contact plate 15, contact plate 1 1, and thence through wire 20back to the battery 17.

.Vhen the track-circuit in a block is broken or disturbed by such dangerconditions as, for instance, a broken rail, an open switch, an opendrawbrid e, or analo- 1 L gous condition, 01 when the battery 2 is shortcircuited by the entrance of a train into the block, the magnet 7 isde'e'nergized, releasing the armature 12 and allowing the contact plates14% and 15 to separate. This separation of said contacts results in theopening of the train-control circuit, releasing the armatures 26 and26'of the lockingbars 23 and 23, respectively, and allowing the latterto be moved by the weights 73 and 73', from interlocking engagement withthe armatures 22 and 22, resulting in the semaphore blade 48 being movedto danger position and in the trip-arm 13 being moved to operativeposition.

In Figs. 7, 8 and 9 is shown a locking means whereby the armature 22 ofthe tripping device is retained in operative position and securelylocked against movement while in such position. This locking mechanismconsists of a vertical post 100, which is rigidly supported at one sideof magnet 19 so as to project above the top face thereof, there being ashort branch arm 101 carried by said post which extends outwardly and towhich is pivoted, as at 102, a right angular arm 103, the base member104 of which constitutes an armature adapted to engage the upwardlyprojecting core of the magnet. To the upper end of arm 103 is pivoted alatch member 105 which has sliding movement through a keeper 106 carriedby the upper end of post 100. hen magnet 19 is energized, the armature1041 of the arm 103 is attracted thereby and the arm is moved from theposition shown in Fig. 9 to that shown in Fig. 8, at which time thelatch member 105, having been withdrawn from underlying engagement witharmature 22, the latter is freed and rendered susceptible to theinfluence exerted by the energizing of magnet 19 and is thus moved tothe position shown in Fig. 8. As is manifest from inspection of Fig. 9,the weight constituted by armature 104 holds the arm 103 insubstantially upright position with the latch member 105 in underlyingengagement with armature 22 so that the latter is prevented from havingdownward movement.

that is claimed is In a protective system for railways, a track dividedinto blocks, a normally closed track circuitincluding a magnet for eachblock, a train control circuit controlled by said magnet, mainenergizable means included in said train control circuit, air brakevalve operating means connected to said main energizable means so as tobe moved thereby from operative to inoperative position, auxiliaryenergizable means, controlled by said magnet means actuated by saidauxiliary means when energized for locking said valve operating means ininoperative position, said locking means opening the train controlcircuit when moved to locking position, said magnet being adapted to bedeenergized when a train enters the block, means released by the magnetwhen deenergized for effecting the opening of the train control circuit,the last mentioned means being actuated, when the train leaves the blockand said track circuit is reestablished,'to reestablish the traincontrol circuit through said main energizable means, and meanscontrolled by the reestablishment of the circuit through said mainenergizable means for energizing said auxiliary energizable means,whereby said locking means of the Valve operating means is operated andthe circuit through the main energizable means is simultaneously broken.

In testimony whereof I afiix my signature in presence of two subscribingWitnesses.

FRANKLIN A. PIERCE. Witnesses H. E. DUNLAP, J. N. SrnIDEL.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D. C.

